The History
Siegfried Brittman started out producing Triumph bicycles in Coventry, England, in 1885. In 1902 he started producing the well-recognized motorcycles. But in 1921 Brittman took control of the Dawson Car Company and in 1923 built a 1.9 litre model called the Triumph Light. In 1927 another model, called the “Super Seven” was produced as a direct replacement for the Triumph Light. These Super Seven’s, were also sold bare frame for other coachwork bodies to be fitted, including a Triumph coach-built saloon. Donald Healey drove some of these Super Sevens quite successfully in trials and events, and became the company’s manager in 1934. Approximately 17,000 Super Sevens were produced. In 1931 the first 6 cylinder cars were produced and 1934 saw the introduction of the 8 cylinder Dolomite with a top speed of 175km/h.
Prior to the second world war Triumph built a range of attractive sporting cars. In the late thirties they were particularly notable for their adventurous transatlantic styling. But during the mid-30’s Triumph were beginning to struggle financially, World-War II was about to begin and in 1939 the company went up for sale. T W Ward of Sheffield bought the company, but produced no cars. After the war the Standard Motor Company bought what was left of the blitzed Coventry factory, and began the redevelopment of Triumph. In 1946 the Triumph Roadster was launched, the car went on to become one of the most memorable British cars of the post-war years.
Standard Motor Company's boss Sir John Black bought Triumph on 31st December 1945, although each company still operated under its own title.They aimed to take on Jaguar in the classy car market. Jaguar’s boss William Lyons had built his business with the help of Standard, which had provided engines, gearboxes and chassis for his stylish SS-later Jaguar SS. Black proposed a takeover of Jaguar, this was quickly brushed aside. The new Roadster had to be all Triumph, out of the parts bin came the Standard 1800cc engine and matching gearbox, in fact Black had wanted a straight-six, but in a moment of madness had sold the tooling for Standard’s own six-cylinder to Jaguar in 1937. At the time of its 1946 introduction the cheap-to-build 1800 was a unique concept, with its bench front seat and its two jump-seats in the boot. 5000 cars would be sold before its production run ended in 1949.
By 1952 Triumph needed to take on MG in the all-important export market, but Triumph needed a new car, Black made a bid to take over Morgan and was rejected. Enter the TR range, the first prototype the TS20 was launched at the 1952 Earl's Court Motor Show, the car was not well received, undaunted, Black developed the car further and by 1953 the TR2 was born. The car was a tremendous success and went on to be a huge dollar earner for the company. Perhaps of all the TR range the TR7 was least loved by enthusiasts, yet numerically it was the most successful of all.
Triumph’s first post war cars were an attractive razor-edge saloon, the Renown, and a rounded roadster. The roadster was interesting in that it seated three abreast in the front seat, aided by a column mounted gear change, while the huge luggage locker opened up to provide a dickey seat for two additional passengers. The forward part of the luggage opening had two glass panels which, when opened, formed a separate windscreen for the passengers in the dickey seat. This roadster was phased out in 1949 while the company concentrated on developing their new small Mayflower saloon which also featured razor edge styling.
By 1970 the infamous British Leyland had a potential world-beater in the Triumph Stag, engine reliability was the ultimate demise of what should have been a true great. Overheating was the main snag, caused by a meagre radiator, which then usually resulted in a blown head gasket. Today enthusiasts and with specialist help, have the problem cured, by fitting uprated radiators and hardened cranks and most important, regular servicing. It is sad that Triumph got the engine so wrong first time around, because the rest of the car is superb.
Manufacturing
The Triumph Motor Company had its headquarters at Canley in Coventry. Triumph was taken over by the Leyland Motors Corporation in 1961 and in 1967 Leyland added Rover and Alvis to their group. Shortly afterwards Leyland merged with British Motor Holdings (Austin, Morris, MG, Wolseley, Riley and Jaguar) to form the British Leyland Motor Corporation. Triumph TR2/3 models were built at Canley, using bodies built by Mulliners in Birmingham, chassis frames supplied by outside contractors and mechanical units made at other Triumph factories.
For the TR4/5/6 assembly still took place at Canley but the bodies were supplied from Triumph’s Liverpool factory. This should not be confused with the new factory located in Speke. The TR7/8 models are from an entirely different origin and being of the monocoque type were entirely built in the new Triumph Speke factory. A protracted strike in Speke in 1977/78 resulted in the factory being closed down and production being moved to Pressed Steel Fisher with final assembly reverting to Canley. The final models in the TR7/8 range came from Rover in Solihull with the Rover V8 engine in the TR8. Stag was also fitted with a V8, but that was Triumph's own engine. Up to 1981 there were approximately 65 different models produced.
Specials
Right from the start Triumphs proved to be popular with continental coach builders. The Belgian importers had 22 TR2 roadsters altered to take a distinctive hardtop, with revised doors, wind-up windows and a completely different window profile. These were known as the Francorchamps model.
Micholetti designed a really stylish coupe model on the TR3A chassis and Vignale built around 300 for sale as the Triumph Italia. Triumph dealers, Dove of Wimbledon, got Harrington Coachbuilders to design and build an attractive fastback coupe on the TR4 body and sold this as the Dove GTR4.
Around 1965 Triumph themselves produced an attractive prototype code named Fury. This used a monocoque body, all independent suspension and the Triumph 2000 six cylinder engine. It bore a very strong resemblance to the smaller Triumph Spitfire.
Triumph power
Morgan were one of the first independent sports car manufacturers to recognise the potential of the Vanguard 2.0 litre engine. The Morgan Plus Four used the 2088 cc unit from 1950 to 1954. They then used the 1991 cc unit converting to the 2138 cc engine in 1962. Swallow Doretti, a product of Swallow Coachbuilders, formerly part of Jaguar, used Triumph TR engines for their brief excursion into the sports car business. Much later Marcos used the six cylinder engine in their Mantis model.
Peerless and Warwick, two cars with different names and built in different factories, but using a common design, produced a four seater coupe model based around the mechanical units of the TR3A.
Some year-by-year Triumph information
: from Standard Motor Club
1945
On completion of the war the Eight, Twelve and Fourteen were quickly back in production, the saloons being joined by a timber estate car body version of each model (steel being in short supply). No longer were the cars called 'Flying Standards'.
31st December 1945 - The Triumph Company was acquired by the Standard Motor Company. A 4WD agricultural vehicle was produced based on the 8hp engine - only short production run.
1946
8hp, 12hp and 14hp continued as before now joined by Triumph 1800 in Roadster and Saloon form using engines surplus to Jaguars requirements. Jaguar were now making their own cars of 2 1/2 and 3 litre capacity utilising their own engines, although they still used Standards 1 1/2 litre unit.
September 1946 - last years 4WD vehicle was replaced by the first of the Ferguson tractors.
1947
All models as for 1946 until July when the Vanguard was introduced originally in 1850cc form but soon enlarged to 2088cc with OHV gear.
1948
The older Standard models were now phased out, the last Eight being produced in July and the Twelve and Fourteen models ending their production runs between July and September. The Vanguard saloon continued as before to be joined by Vanguard Estate, 12cwt Van and Pick Up Truck versions in October. Late in 1948 the Triumph Roadster and shortly afterwards the saloon were fitted with the 2088cc Vanguard engine.
1949
Production now was all Vanguard models and derivatives alongside Triumph Roadsters and saloons, the saloon becoming known as the Renown. November saw the new Triumph Mayflower emerge with 1 1/4 litre side valve engine.
1950
The mixture as before with refinements: The Vanguard was now available (in May) with a rolltop roof courtesy of Tickford and in June was fitted optionally with overdrive, as was the Renown, which had a new IFS chassis frame for good measure. October saw the extremely attractive 'streamlined' Triumph Roadster, of which only 3 examples were built, as well as the introduction of a DHC of the Mayflower, again very short lived, being withdrawn in December.
1951
All as for 1950 but the Motor Show saw the introduction of a revised radiator grille and wider back window for the Vanguard (Phase IA as it is often termed) and a limousine option of the Renown.
1952
Again - all as before with the exciting addition of the Triumph TR2 sports, fitted with a linered down Vanguard engine of 1991cc plus twin carbs.
1953
In March, the Vanguard Phase II was released featuring a re-styled boot to complement the previous revisions of 1951. Triumph production continued as before. Ferguson tractors had been steadily produced in large numbers since 1946 both in petrol and diesel engined form, now, in September, Ferguson merged with Massey Harris, although the respected Ferguson tractor continued in both forms for several years to come. The 8hp Standard saloon was introduced during the year, a very spartan basic little car, with 803cc ohv four cylinder engine.
December saw the Swallow Doretti sports car based on the TR2, and produced by the Swallow Coachbuilding Co of Walsall and no connection with SS (now Jaguar) of previous association.
1954
Saw the introduction in April of the new Ten which had an enlarged engine of 948cc and a fully trimmed bodyshell with winding windows. This same bodyshell was used for the new Eight De Luxe which came out in June, whilst August saw the first Diesel engined Vanguard (with Ferguson motor) in Estate,Van, Pick Up and Saloon versions.
October spawned the Ten estate (Companion) as well as a 6cwt Pick Up based on the Ten. Flashing indicators, first seen on Beauvais' 1933 Avon Coupe were now fitted to the Eights and Tens. Otherwise the range continued as before.
1955
The Vanguard became the Vanguard III with unit construction body in place of the previous chassis framed vehicle. The 2088cc engine continued. In July the Family Eight replaced the basic Eight and for the Motor Show in October the Super Eight and Super Ten were announced with enhanced trim and equipment. The Motor Show also saw the introduction of the TR3, a revised TR2.
1956
The range continued as before, but the smaller cars were now joined in March by the Family Ten, a basic version, and the two pedal 'Standrive' system was introduced later in the year, again for smaller cars. The Vanguard III Estate Car, and the Sportsman version of the saloon (with basically a TR3 engine, albeit not quite as powerful) joined the saloon Vanguard III and the TR3 was treated to disc brakes.
1957
The Eights and Tens were now available in 'Gold Star' form, with increased power and new radiator grilles and also the option of overdrive plus an openable external boot on the Eights. The Pennant, a re-styled Ten was introduced later in the year. The Vanguard III and derivatives spawned a cheaper version known as the Ensign, with 1670cc ohv engine and floor change gearbox as opposed to the column change on previous Vanguards. The Ferguson tractor was given a new 2.3 litre diesel engine. The Ten and Vanguard had been produced in or exported to various countries for several years, and model names now varies from the home counterparts, the Ten in Australia being the Standard Cadet whilst in the USA it was the Triumph Sedan (or Estate Wagon in Companion form).
The Vanguard was similarly treated, being known as the Spacemaster in Australia.
1958
The range continued as before, to be joined early in the year by the facelifted TR3 known as the TR3A (with wider radiator grille to distinguish it). The Peerless GT was a 4 seater attempt on the TR3 by a small specialist company to produce a family mans sports car. The Standard Atlas 10/12cwt van was introduced as was a pick up version, both with the diminutive 10hp 948cc engine.
At the Motor Show, the Michelotti Vanguard Vignale was shown based on the Vanguard III with either 3 speed column change or 4 speed floor change gearbox. The Vignale came in saloon and estate versions and the Ensign also received the new treatment.
Since its introduction in 1949, the Triumph Mayflower had continued steadily and in Australia a Pick Up version was available to complement the Vanguard Pick Up also made there.
1959
Saw the start of the change from Standard to Triumph orientation with the introduction of the Michelotti styled Herald in Saloon and Coupe form, reverting back to separate chassis frame but utilising the 948cc Ten engine with single carburettor for the saloon and twin carbs for the coupe. Others in the range continued as before.
Massey Ferguson split from their liaison with Standard in August and all tractor assets were sold to them. Also Standard Triumph International was formed as the holding company, of which the Standard Motor Company (1959) Ltd was a manufacturing subsidiary.
1960
The Eight, Ten and Pennant were now discontinued and production of the Herald stepped up. The Vanguard Saloon, Estate and the Ensign continued along with the TR3. The Companion as the Ten Estate had come to be called, continued albeit with the Pennant style of front end. The Herald Convertible was introduced in September along with a larger engined version (1670cc Ensign Unit) of the Atlas. Also the Vanguard Six became available with a new 1998cc 6 cylinder ohv engine in the Vignale style body. A few Michelotti Triumph Italia 2000 sports models were produced in Italy based on the TR3 chassis. The Peerless GT was re-styled to become the Warwick GT, which was to last only for another year.
August 1960 saw the Leyland takeover.
1961
The Herald became two versions in March - the Herald S (a cheaper version of the saloon) and the Herald 1200, distinguished by rubber bumpers and 1147cc ohv engine. The 6cwt van based on the Ten or Pennant was given increased capacity and appeared n 7cwt and 10cwt guise. The TR4 was announced with an enlarged 4 cylinder 2138cc engine and body changes. The Vanguard range continued as before but in smaller numbers.
1962
Saw the last Standard model introduced - the Ensign De Luxe in saloon and estate versions. A smaller derivative of the Vanguard 6 engine (of 1596cc) was shoehorned into the Herald chassis and the new car became the Vitesse 6 - available in saloon and convertible form. Two new commercials were introduced in September, known briefly as the Standard Fifteen and Standard Twenty soon to be known as Leyland Fifteen and Leyland Twenty in petrol and diesel form with van and pick up bodies.
The Triumph Spitfire made its bow at Earls Court with a twin carburettor version of the 1147cc engine, known as the Spitfire 4.
1963
The Herald was fitted with the tuned Spitfire engine to be known as the Herald 12/50 which ran parallel with the Herald 1200, in saloon and convertible form. The Dove GT R4 by Harringtons (sold by C F Dove Ltd of Wimbledon) based on the TR4 was produced briefly and Sharps Commercials of Preston brought out the rebodied Herald/Spitfire amalgam known as the Bond Equipe which was destined for a long (for a specialist car that is) production run in its various guises and engine capacities. The end of May 1963 saw the last "Standard" badged car roll off the production lines - an Ensign De Luxe, subsequently registered 2757 KV.
Post 1963 Derivatives
Though production of the Ten saloon had ceased, the Companion estate, van and pick-up continued for some time. Herald/Vitesse production continued into the 1970's and the Spitfire was developed and continued into the 1980's. The Vanguard 6 engine was carried over into the Triumph 2000. A succession of Triumph cars were built during the 70's including the 1300, Toledo, Dolomite and Stag. The TR4 was developed into the TR4A with IRS, then a six cylinder TR5 and TR6, again based on the Vanguard engine. The TR7 carried over no parts from the previous TR range. The last Triumph of all was the Acclaim, which was a rebadged Honda design, and the last car to be built in Standard/Triumph factories.
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